CN108544927B - Automobile 48V energy recovery system and method - Google Patents

Automobile 48V energy recovery system and method Download PDF

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Publication number
CN108544927B
CN108544927B CN201810235552.9A CN201810235552A CN108544927B CN 108544927 B CN108544927 B CN 108544927B CN 201810235552 A CN201810235552 A CN 201810235552A CN 108544927 B CN108544927 B CN 108544927B
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motor
lithium battery
power
torque value
bsg motor
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CN108544927A (en
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王显
杨诺
杨振
石健
喻国伦
金灿灿
郑质
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Chongqing Changan Automobile Co Ltd
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Chongqing Changan Automobile Co Ltd
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/26—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the motors or the generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/13—Controlling the power contribution of each of the prime movers to meet required power demand in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion
    • B60W20/14—Controlling the power contribution of each of the prime movers to meet required power demand in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion in conjunction with braking regeneration
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
    • Y02T10/92—Energy efficient charging or discharging systems for batteries, ultracapacitors, supercapacitors or double-layer capacitors specially adapted for vehicles

Abstract

The invention discloses a 48V energy recovery system and a method for an automobile, which comprises a controller, a 48V BSG motor, a 48V lithium battery and a DCDC, wherein the 48V BSG motor, the 48V lithium battery and the DCDC are respectively connected with the controller; the 48V BSG motor has two working states of a power generation mode and an electric mode; when the controller judges that the vehicle is in an acceleration state, the 48V BSG motor is controlled to work in a motor mode to provide auxiliary power for the engine, and at the moment, the 48V lithium battery is in a discharge state to provide power-assisted energy for the 48V BSG motor; when the controller judges that the vehicle is in a braking state, the 48V BSG motor is controlled to be in a power generation mode, and at the moment, the 48V lithium battery is in a charging state and is used for storing electric energy output by the 48V BSG motor. The invention realizes the recovery of braking energy with higher efficiency, increases the power-assisted function of the motor, and improves the acceleration performance of the vehicle and the oil-saving effect to more than 6 percent.

Description

Automobile 48V energy recovery system and method
Technical Field
The invention belongs to the technical field of automobile electric appliances, and particularly relates to an automobile 48V energy recovery system and method.
Background
With the increasingly stringent requirements of fuel consumption regulations, a great deal of research is being conducted on how to improve the energy utilization efficiency and reduce the energy loss by various automobile host plants and suppliers. In the braking process of the conventional vehicle, the kinetic energy of the vehicle is converted into heat energy and is consumed in the air.
In order to reduce the energy loss during braking, each host plant proposes a braking energy recovery system. Through increasing energy storage devices such as lithium cell or super capacitor on traditional motorcycle type, when the vehicle braking, the system control generator charges for energy storage device, converts kinetic energy into electric energy storage to energy storage device in, realizes braking energy recovery. For example, CN 103970078A discloses a 12V energy recovery system, which uses LIN to regulate a generator and a storage battery sensor, so as to reduce the voltage of the generator when the vehicle accelerates, reduce the load of the engine, and improve the acceleration performance of the vehicle; during braking, the ECU controls the LIN generator to step up the voltage, storing energy in the lead-acid battery. However, the power of the generator adopted by the traditional 12V electrical system is low, the charging receiving capacity of the storage battery is low, the recovered energy is low, and the oil consumption improvement effect is difficult to exceed 2%.
Therefore, there is a need for a more efficient energy recovery system and method.
Disclosure of Invention
The invention aims to provide a 48V energy recovery system and a method for an automobile, which can realize higher-efficiency braking energy recovery, increase the power-assisted function of a motor, and improve the acceleration performance of the automobile and the oil-saving effect to more than 6%.
The automobile 48V energy recovery system comprises a controller, a 48V BSG motor, a 48V lithium battery and a DCDC, wherein the 48V BSG motor, the 48V lithium battery and the DCDC are connected with the controller through a CAN (controller area network) line;
the 48V BSG machine has a generator mode and a motor mode.
When the controller judges that the vehicle is in an accelerating state, the controller controls the 48V BSG motor to be in a motor mode to provide auxiliary power for the engine, the 48V lithium battery is in a discharging state to provide power-assisted energy for the 48V BSG motor, and meanwhile the controller controls the DCDC to work in a voltage reduction mode to convert 48V electric energy output by the 48V lithium battery into 12V electric energy to supply power for electric appliances of the whole vehicle;
when the controller judges that the vehicle is in a braking state, the controller controls the 48V BSG motor to be in a power generation mode, the 48V lithium battery is in a charging state at the moment and is used for storing electric energy output by the 48V BSG motor, and meanwhile, the controller controls the DCDC to work in a voltage reduction mode, so that the 48V electric energy output by the 48V BSG motor is converted into 12V electric energy to supply power for electric appliances of the whole vehicle.
The device further comprises a neutral position sensor, a reverse position sensor, a clutch switch, a brake pedal travel switch, an accelerator pedal and an ESP which are respectively connected with the controller; the controller judges whether the vehicle is accelerated or braked by monitoring the states of the neutral position sensor, the reverse position sensor, the clutch switch, the brake pedal travel switch and the accelerator pedal, and receiving the vehicle speed and the ABS state sent by the ESP from the CAN bus.
Further, the device also comprises a 12V storage battery and a 12V electrical load, wherein the 12V storage battery and the 12V electrical load are respectively connected with the DCDC, and the 12V storage battery is connected with the 12V electrical load;
the DCDC converts 48V electric energy output by a 48V lithium battery or a 48V BSG motor into 12V electric energy, charges a 12V storage battery and supplies power to a 12V electrical appliance load.
The invention relates to a method for recovering 48V energy of an automobile, which adopts the system for recovering 48V energy of the automobile and comprises the following steps:
when the vehicle is in an acceleration state, the controller calculates a maximum allowable power-assisted torque value of the system according to the output capacity of the 48V BSG motor and the power supply capacity of the 48V lithium battery, calculates a first motor power-assisted torque value according to the opening degree of an accelerator pedal, the vehicle speed and the electric quantity of the 48V lithium battery, takes the smaller value of the maximum allowable power-assisted torque value and the first motor power-assisted torque value as a second motor power-assisted torque value, sends the second motor power-assisted torque value to the 48V BSG motor through a CAN (controller area network) line, enables the 48V BSG motor to be in a motor mode, and performs motor power assistance according to the second motor power-assisted torque value;
when the vehicle is in a deceleration state, the controller calculates the maximum allowable recovery torque value of the system according to the charging capacity of the 48V BSG motor and the charging receiving capacity of the 48V lithium battery, calculates a first recovery torque value according to the depth of a brake pedal, the electric quantity of the 48V lithium battery, the vehicle speed and the engine speed, takes the smaller value of the maximum allowable recovery torque value and the first recovery torque value as a second recovery torque value, sends the second recovery torque value to the 48V BSG motor through a CAN (controller area network) line, enables the 48V BSG motor to be in a power generation mode, and recovers the braking energy according to the second recovery torque value.
Further, when the vehicle is in an acceleration state, the controller judges the electric quantity of the 48V lithium battery, and if the electric quantity is smaller than a first preset electric quantity threshold value, the motor assisting power is not carried out.
Further, when the vehicle is in a braking state, the controller judges the electric quantity of the 48V lithium battery, and if the electric quantity is larger than a second preset electric quantity threshold value, energy recovery is not carried out.
When the vehicle is in a braking state and the electric quantity of the 48V lithium battery is smaller than a second preset electric quantity threshold value, if the ESP is in a non-working state, energy recovery is started, and if the ESP is in a working state, energy recovery is not carried out.
The maximum allowable power-assisted torque value is calculated by the following method:
and converting the current rotating speed and efficiency of the 48V BSG motor into the output torque of the 48V BSG motor according to the maximum discharge power of the 48V lithium battery, comparing the output torque with the maximum output torque sent by the 48V BSG motor CAN, and taking the smaller value as the maximum allowable power-assisted torque value.
Further, the calculation method of the first motor power-assisted torque value is as follows:
Ta＝Tmax*Kpedal*KV1*KSOC1；
wherein:
Tathe value of the assisting torque of the first motor is obtained;
Tmaxthe maximum output torque of the generator at the current rotating speed;
Kpedalis the accelerator pedal coefficient;
KV1is a first vehicle speed coefficient;
KSOC1and the SOC coefficient of the first lithium battery is obtained.
Further, the maximum allowable recovery torque value is calculated by:
and converting the current rotating speed and efficiency of the 48V BSG motor into the generating torque of the 48V BSG motor according to the maximum charging power of the 48V lithium battery, comparing the generating torque with the maximum generating torque sent by the 48V BSG motor CAN, and taking a smaller value as a maximum allowable recovery torque value.
Further, the first recovery torque value is calculated by:
Tb＝Tmax*Kbrk*KV2*Krpm*KSOC2；
wherein:
Tbis a first recovered torque value;
Kbrkis the brake pedal coefficient;
KV2a second vehicle speed coefficient;
Krpmis the rotation speed coefficient;
KSOC2and the SOC coefficient of the second lithium battery.
The invention has the beneficial effects that: by installing the 48V BSG motor on the engine, adding the 48V lithium battery and the DCDC in the 48V power grid, and simultaneously adding the 48V energy recovery system control logic in the controller, the 48V BSG motor is controlled to be in an electric mode or a power generation mode through real-time detection of information such as an accelerator, a brake and the electric quantity of the lithium battery, so that the functions of a motor power assisting system and an energy recovery system are realized, and the oil saving effect can reach 6% through real-vehicle tests.
Drawings
FIG. 1 is a schematic diagram of a 48V energy recovery system for a vehicle according to the present invention;
FIG. 2 is a schematic diagram of a 48V energy recovery system for a vehicle according to the present invention;
FIG. 3 is a flow chart of the control software for the 48V energy recovery system of the vehicle according to the present invention;
in the figure: 1. the device comprises a controller, 2, a neutral position sensor, 3, a reverse position sensor, 4, a clutch switch, 5, a brake pedal travel switch, 6, an accelerator pedal, 7, an ESP, 8, 48V BSG motors, 9, 48V lithium batteries, 10, DCDC, 11, 12V storage batteries and 12, 12V electrical appliance loads.
Detailed Description
The invention will be further explained with reference to the drawings.
The automobile 48V energy recovery system shown in fig. 1 and 2 comprises a controller, a neutral position sensor 2, a reverse position sensor 3, a clutch switch 4, a brake pedal travel switch 5, an accelerator pedal 6, an ESP7, a 48V BSG motor (i.e., a belt-driven start/power generation integrated motor) 8, a 48V lithium battery 9 and a DCDC 10.
In the embodiment, the controller adopts an electronic injection controller 1, and the DCDC10 is used for converting 48V electric energy into 12V electric energy. ESP is a vehicle body electronic stability system.
As shown in fig. 1 and 2, the electronic fuel injection controller 1 is connected to a neutral position sensor 2, a reverse position sensor 3, a clutch switch 4, a brake pedal stroke switch 5, and an accelerator pedal 6 by hard wires, respectively, and the electronic fuel injection controller 1 is connected to an ESP7 by a CAN wire. The electric spray controller 1 is connected with a 48V BSG motor 8, a 48V lithium battery 9 and DCDC10 through CAN lines. The 48V BSG motor 8 is connected with a 48V lithium battery 9 and a DCDC10 high-voltage end; the low-voltage end of the DCDC10 is connected with a 12V storage battery 11 and a 12V electrical load 12. The 48V BSG machine 8 has a generator mode and a motor mode.
The working principle of the invention is as follows:
the electronic fuel injection controller 1 monitors the states of the neutral position sensor 2, the reverse position sensor 3, the clutch switch 4, the brake pedal travel switch 5 and the accelerator pedal 6, and receives the vehicle speed and the ABS state sent by the ESP7 from the CAN bus to judge whether the vehicle is accelerating or braking. Meanwhile, the electronic injection controller 1 judges whether the 48V BSG motor 8, the 48V lithium battery 9 and the DCDC10 have faults, the BSG motor capacity and the lithium battery electric quantity state through CAN bus information. If the vehicle is in an acceleration state, the electronic injection controller 1 controls the 48V BSG motor 8 to be in a motor mode, and the 48V lithium battery 9 is in a discharge state, so that power-assisted energy is provided for the 48V BSG motor 8. If the vehicle is in a braking state, the electronic injection controller 1 controls the 48V BSG motor 8 to be in a generator mode, and the 48V lithium battery 9 is in a charging state, so that the recovered energy is stored. The DCDC10 receives information of the electronic fuel injection controller 1 through the CAN bus, judges the state of the engine, and after the engine is started, the DCDC10 starts to work, converts 48V electric energy output by the 48V lithium battery 9 or the 48V BSG motor 8 into 12V electric energy, charges the 12V storage battery 11 and supplies power for a 12V electrical appliance load 12.
The invention relates to a 48V energy recovery method for an automobile, which comprises the following steps:
when the vehicle is in an acceleration state, the electronic injection controller 1 calculates the maximum allowable power-assisted torque value of the system according to the output capacity of the 48V BSG motor 8 and the power supply capacity of the 48V lithium battery, calculates the first motor power-assisted torque value according to the opening degree of the accelerator pedal 6, the vehicle speed and the electric quantity of the 48V lithium battery, takes the smaller value of the maximum allowable power-assisted torque value and the first motor power-assisted torque value as the second motor power-assisted torque value, sends the second motor power-assisted torque value to the 48V BSG motor 8 through a CAN (controller area network) line, enables the 48V BSG motor 8 to be in an electric mode, and performs motor power assistance according to the second motor power-assisted torque value. When the vehicle is in an acceleration state, the electronic fuel injection controller 1 judges the electric quantity of the 48V lithium battery, and if the electric quantity is smaller than a first preset electric quantity threshold value (for example, 30%), the electric quantity of the 48V lithium battery is too low, and the motor assistance is not performed.
When the vehicle is in a deceleration state, the electronic fuel injection controller 1 calculates the maximum allowable recovery torque value of the system according to the charging capacity of the 48V BSG motor 8 and the charging receiving capacity of the 48V lithium battery, calculates a first recovery torque value according to the depth of a brake pedal, the electric quantity of the 48V lithium battery, the vehicle speed and the engine speed, takes the smaller value of the maximum allowable recovery torque value and the first recovery torque value as a second recovery torque value, sends the second recovery torque value to the 48V BSG motor 8 through a CAN (controller area network) line, enables the 48V BSG motor 8 to be in a power generation mode, and recovers the braking energy according to the second recovery torque value. When the vehicle is in a braking state, the electronic fuel injection controller 1 needs to judge the electric quantity of the 48V lithium battery before performing energy recovery, and if the electric quantity is greater than a second preset electric quantity threshold (for example, 85%), which indicates that the electric quantity of the 48V lithium battery is too high, the energy recovery is not performed. If the electric quantity of the 48V lithium battery is smaller than a second preset electric quantity threshold value, the state of the ESP7 needs to be judged, if the ESP7 is in a non-working state, energy recovery is started, and if the ESP7 is in a working state, energy recovery is not carried out.
In this embodiment, the maximum allowable assist torque value is calculated by:
and converting the current rotating speed and efficiency of the 48V BSG motor into the output torque of the 48V BSG motor according to the maximum discharge power of the 48V lithium battery, comparing the output torque with the maximum output torque sent by the 48V BSG motor CAN, and taking the smaller value as the maximum allowable power-assisted torque value.
In this embodiment, the method for calculating the assist torque value of the first motor includes:
Ta＝Tmax*Kpedal*KV1*KSOC1；
wherein:
Tathe value of the assisting torque of the first motor is obtained;
Tmaxthe maximum output torque of the generator at the current rotating speed;
Kpedalis the accelerator pedal coefficient;
KV1is a first vehicle speed coefficient;
KSOC1and the SOC coefficient of the first lithium battery is obtained.
In this example, TmaxThe corresponding relation table (table 1) of the rotating speed and the torque is obtained by checking the rotating speed; for example, the torque is 50 N.m when the rotating speed is 0 rpm; for another example: the torque was 0N · m at a rotation speed of 15000 rpm.
Rotational speed (rpm) 0 1000 3000 5000 8000 10000 15000
Torque (N.m) 50 45 30 20 15 5 0
TABLE 1 (corresponding relationship table of rotating speed and torque)
In this example, KpedalThe method comprises the steps of obtaining a corresponding relation table (table 2) of the accelerator opening and the accelerator pedal coefficient by checking the accelerator opening; such as: when the accelerator opening is 10%, the accelerator pedal coefficient is 0; for another example: when the accelerator opening is 60%, the accelerator pedal coefficient is 1.
Throttle opening (%) 10％ 20％ 30％ 40％ 50％ 60％
Coefficient of accelerator pedal 0 0.2 0.4 0.7 0.8 1
Table 2 (corresponding relation table of accelerator opening and coefficient)
In this example, KV1The vehicle speed and the first vehicle speed coefficient corresponding relation table is obtained by checking the vehicle speed, such as: when the vehicle speed is 120km/h, the first vehicle speed coefficient is 0, such as: when the vehicle speed is 5km/h, the first vehicle speed coefficient is 1.
Vehicle speed (km/h) 120 80 30 5
First coefficient of vehicle speed 0 0.8 0.9 1
Table 3 (vehicle speed and first vehicle speed coefficient corresponding relation table)
In this example, KSOC1The SOC is obtained by checking a corresponding relation table (table 4) of SOC (state of charge, also called residual capacity) and a first lithium battery SOC coefficient through SOC; such as: when the SOC is 30%, the SOC coefficient of the first lithium battery is 0; as another example, when the SOC is 45%, the SOC coefficient of the first lithium battery is 1.
SOC(％) 30 45
SOC coefficient of the first lithium battery 0 1
Table 4(SOC and the first lithium battery SOC coefficient corresponding relation table)
In this embodiment, the maximum allowable recovery torque value is calculated by:
and converting the current rotating speed and efficiency of the 48V BSG motor into the generating torque of the 48V BSG motor according to the maximum charging power of the 48V lithium battery, comparing the generating torque with the maximum generating torque sent by the 48V BSG motor CAN, and taking a smaller value as a maximum allowable recovery torque value.
In this embodiment, the first recovery torque value is calculated by:
Tb＝Tmax*Kbrk*KV2*Krpm*KSOC2；
wherein:
Tbis a first recovered torque value;
Tmaxthe maximum generating torque of the motor at the current rotating speed is obtained;
Kbrkis the brake pedal coefficient;
KV2a second vehicle speed coefficient;
Krpmis the rotation speed coefficient;
KSOC2and the SOC coefficient of the second lithium battery.
In this embodiment: t ismaxThe torque is obtained by checking the corresponding relation table (table 1) of the rotating speed and the torque through the rotating speed.
In this embodiment: kbrkThe corresponding relation table (table 5) of the braking intention and the coefficient of the brake pedal is obtained by checking the braking intention; for example, when the braking intention is 0%, the brake pedal coefficient is 0.5; for another example: when the braking intention is 40%, the brake pedal coefficient is 1.
Braking intention (%) 0 0.2 0.3 0.4
Coefficient of brake pedal 0.5 0.6 0.8 1
Table 5 (corresponding relation table of brake intention and brake pedal coefficient)
In this embodiment: kV2The vehicle speed is obtained by looking up a corresponding relation table (table 6) of the vehicle speed and a second vehicle speed coefficient; such as: when the vehicle speed is 10km/h, the second vehicle speed coefficient is 0; as another example, when the vehicle speed is 30km/h, the second vehicle speed coefficient is 1.
Vehicle speed (km/h) 10 20 30
Second vehicle speed coefficient 0 0.7 1
Table 6 (corresponding relation table of vehicle speed and second vehicle speed coefficient)
In this example, KrpmThe corresponding relation table (table 7) of the rotating speed and the rotating speed coefficient is searched through the rotating speed; such as: when the rotating speed is 800rpm, the rotating speed coefficient is 0; for another example: when the rotation speed is 1800rpm, the rotation speed coefficient is 1.
Rotational speed (rpm) 800 1600 2000
Coefficient of rotation 0 1 1
Table 7 (corresponding relation table of rotating speed and rotating speed coefficient)
In this example, KSOC2The SOC is obtained by checking a corresponding relation table (table 8) of the SOC and the SOC coefficient of the second lithium battery; such as: when the SOC is 85%, the SOC coefficient of the second lithium battery is 0, and for another example, when the SOC is 75%, the SOC coefficient of the second lithium battery is 1.
SOC(％) 85 75
SOC coefficient of the second lithium battery 0 1
Table 8(SOC and the second lithium battery SOC coefficient corresponding relation table)
FIG. 3 is a flow chart of control software of the 48V energy recovery system of the vehicle according to the present invention, and the working steps are as follows:
starting and proceeding to step s 1;
(s1) the controller determines the engine state, ends if the engine is not in the start state, and proceeds to step s2 if the engine is in the start state.
(s2) the controller determining the clutch state, and if the clutch is depressed, not performing energy recovery or motor assist control; if the clutch is not depressed, the process proceeds to step s 3.
(s3) the controller judges the gear state, if the gear state is in neutral gear or reverse gear, the energy recovery or the motor power-assisted control is not carried out, otherwise, the step s4 is carried out.
(s4) the controller judges whether the 48V BSG motor has a fault, if the 48V BSG motor has a fault, the motor control is not carried out, and if the 48V BSG motor has no fault, the step s5 is carried out.
(s5) the controller judges whether the 48V lithium battery has a fault, if the 48V lithium battery has a fault, the motor control is not carried out; if the 48V lithium battery has a failure, the process proceeds to step s 6.
(s6) the controller judging whether the DCDC has a fault, if so, not controlling the motor; if the DCDC has no fault, the process proceeds to step s 7.
(s7) the controller judges whether the accelerator is pressed, if yes, the motor power-assisted mode is judged, and if not, the energy recovery mode is judged.
(s8) the controller determines whether the vehicle is in an accelerating state, and if the vehicle is not accelerating, the controller does not enter the motor assist mode.
(s9) if the vehicle is in an accelerating state, the controller judges the electric quantity of the lithium battery, if the electric quantity is insufficient, the motor power assisting mode is not entered, otherwise, the step s10 is entered.
(s10) the controller determines whether the brake pedal is depressed, and if the brake pedal is depressed, the motor assist is not controlled.
(s11) if the brake pedal is not depressed, the system performs an assist torque calculation;
the method specifically comprises the following steps: the controller calculates a second motor power-assisted torque value according to the output capacity of the 48V BSG motor, the power supply capacity of the 48V lithium battery, the opening degree of an accelerator pedal, the vehicle speed, the electric quantity of the lithium battery and other information, and sends the second motor power-assisted torque value to the 48V BSG motor through a CAN bus, so that the motor power-assisted function is realized.
(s12) if the accelerator pedal is not depressed, the controller determines the amount of charge of the lithium battery, and if the amount of charge of the lithium battery is too high, the energy recovery is not performed.
(s13) if the lithium battery capacity is not excessive, determining the ESP operating state, and if the ESP is operating, not performing energy recovery.
(s14) if the ESP is not in operation, the system enters an energy recovery state; the method specifically comprises the following steps:
the controller calculates a second recovery torque value according to the information of the BSG motor such as power generation capacity, lithium battery charging capacity, system pedal depth, lithium battery electric quantity, vehicle speed and engine rotating speed, and sends the second recovery torque value to the BSG motor through a CAN bus to realize an energy recovery function.

Claims (4)

1. A48V energy recovery method for an automobile adopts a 48V energy recovery system for the automobile, which comprises a controller, a 48V BSG motor (8), a 48V lithium battery (9) and a DCDC (10), wherein the 48V BSG motor, the 48V lithium battery and the DCDC are connected with the controller through a CAN (controller area network) line;
the 48V BSG machine (8) has a generating mode and a motoring mode;
when the controller judges that the vehicle is in an acceleration state, the 48V BSG motor (8) is controlled to be in a motor mode to provide auxiliary power for the engine, the 48V lithium battery (9) is in a discharge state to provide power-assisted energy for the 48V BSG motor (8), and meanwhile the controller controls the DCDC (10) to work in a voltage reduction mode to convert 48V electric energy output by the 48V lithium battery (9) into 12V electric energy to supply power for electric appliances of the whole vehicle;
when the controller judges that the vehicle is in a braking state, the 48V BSG motor (8) is controlled to be in a power generation mode, the 48V lithium battery (9) is in a charging state at the moment and is used for storing electric energy output by the 48V BSG motor (8), and meanwhile, the controller controls the DCDC (10) to work in a voltage reduction mode, so that the 48V electric energy output by the 48V BSG motor (8) is converted into 12V electric energy to supply power for electric appliances of the whole vehicle;
the automatic transmission is characterized by also comprising a neutral position sensor (2), a reverse position sensor (3), a clutch switch (4), a brake pedal travel switch (5), an accelerator pedal (6) and an ESP (7), which are respectively connected with the controller; the controller judges whether the vehicle is accelerated or braked by monitoring the states of the neutral position sensor (2), the reverse position sensor (3), the clutch switch (4), the brake pedal travel switch (5) and the accelerator pedal (6) and receiving the vehicle speed and the ABS state sent by the ESP (7) from the CAN bus;
the device also comprises a 12V storage battery (11) and a 12V electrical load (12), wherein the 12V storage battery (11) and the 12V electrical load (12) are connected with the DCDC (10);
the DCDC (10) converts 48V electric energy output by a 48V lithium battery (9) or a 48V BSG motor (8) into 12V electric energy, charges a 12V storage battery (11) and supplies power to a 12V electric appliance load (12);
the method comprises the following steps:
when the vehicle is in an acceleration state, the controller calculates the maximum allowable power-assisted torque value of the system according to the output capacity of the 48V BSG motor (8) and the power supply capacity of the 48V lithium battery (9), calculates a first motor power-assisted torque value according to the opening degree of an accelerator pedal (6), the vehicle speed and the electric quantity of the 48V lithium battery, takes the smaller value of the maximum allowable power-assisted torque value and the first motor power-assisted torque value as a second motor power-assisted torque value, sends the second motor power-assisted torque value to the 48V BSG motor (8) through a CAN (controller area network) line, enables the 48V BSG motor (8) to be in a motor mode, and performs motor power assistance according to the second motor power-assisted torque value;
when the vehicle is in a deceleration state, the controller calculates the maximum allowable recovery torque value of the system according to the charging capacity of the 48V BSG motor (8) and the charging receiving capacity of the 48V lithium battery, calculates a first recovery torque value according to the depth of a brake pedal, the electric quantity of the 48V lithium battery, the vehicle speed and the engine speed, takes the smaller value of the maximum allowable recovery torque value and the first recovery torque value as a second recovery torque value, sends the second recovery torque value to the 48V BSG motor (8) through a CAN (controller area network) line, enables the 48V BSG motor (8) to be in a power generation mode, and recovers the braking energy according to the second recovery torque value;
when the vehicle is in an acceleration state, the controller judges the electric quantity of the 48V lithium battery, and if the electric quantity is smaller than a first preset electric quantity threshold value, the motor assistance is not carried out;
when the vehicle is in a braking state, the controller judges the electric quantity of the 48V lithium battery, and if the electric quantity is larger than a second preset electric quantity threshold value, energy recovery is not carried out;
when the vehicle is in a braking state, when the electric quantity of the 48V lithium battery is smaller than a second preset electric quantity threshold value, if the ESP (7) is in a non-working state, energy recovery is started, and if the ESP (7) is in a working state, energy recovery is not carried out.
2. The automobile 48V energy recovery method of claim 1, wherein: the maximum allowable power-assisted torque value is calculated by the following method:
and converting the current rotating speed and efficiency of the 48V BSG motor into the output torque of the 48V BSG motor according to the maximum discharge power of the 48V lithium battery, comparing the output torque with the maximum output torque sent by the 48V BSG motor CAN, and taking the smaller value as the maximum allowable power-assisted torque value.
3. The automobile 48V energy recovery method according to claim 1 or 2, characterized in that: the calculation method of the first motor power-assisted torque value comprises the following steps:
Ta＝Tmax*Kpedal*KV1*KSOC1；
wherein:
Tathe value of the assisting torque of the first motor is obtained;
Tmaxthe maximum output torque of the generator at the current rotating speed;
Kpedalis the accelerator pedal coefficient;
KV1is a first vehicle speed coefficient;
KSOC1and the SOC coefficient of the first lithium battery is obtained.
4. The automobile 48V energy recovery method of claim 3, wherein: the maximum allowable recovery torque value is calculated by the following method:
converting the current rotating speed and efficiency of the 48V BSG motor into the generating torque of the 48V BSG motor according to the maximum charging power of the 48V lithium battery, comparing the generating torque with the maximum generating torque sent by the 48V BSG motor CAN, and taking a smaller value as a maximum allowable recovery torque value;
the first recovery torque value is calculated by the following method:
Tb＝Tmax*Kbrk*KV2*Krpm*KSOC2；
wherein:
Tbis a first recovered torque value;
Kbrkis the brake pedal coefficient;
KV2a second vehicle speed coefficient;
Krpmis the rotation speed coefficient;
KSOC2and the SOC coefficient of the second lithium battery.
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